Draft-rigging.



` No. 698,55l. Patented Apr. 29, |902.

B. PATTERSON.

DRAFT mesme.

(Application led Jan. 2, 1901.)

2 sheets-smi l.

(No Model.)

Wa'tnesses/ andy.

cams Parras n* pumouma.. wnmonm o c Patented Apr. 29

B. -PATTERSON. DRAFT HIGGINS. (Applicmon'med Jun. a. 1901,.

2 Sheetsf-Sheet 2.

(No Model.)

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| Yeas co.. PNoTo-Llmo.. wAsHmcmn D c UNITED STATES a PATENT t OFFICE.

i BENJAMIN PATTERSON, OF CLEVELAND, OHIO.

DRAFT-RIGGING.

SPECIFICATION forming part of Letters Patent No. 698,551, dated April 29, 1902. Application filed January 2, 1901. Serial No. 41,819. @To model.)

To aZZ whom t may concern:

Be it known that I, BENJAMIN PATTERSON, a citizen of the United States, and a resident of Cleveland, county of Cuyahoga, and State of Ohio, have invented new and useful Improvements in Draft-Rigging, of which the following is a specification, the principle of the invention being herein explained and the best mode in which I have contemplated applying that principle, so as to distinguish it from other inventions.

My invention relates to draft-rigging for railway-cars, and has for .its object the provision and arrangement of the elements of such device in a manner such as to present a more economical construction than has heretofore been applied for the purpose, such arrangement being made with special provision for accessibility and ready removal of parts for the purpose of repairs.

Said invention consists of means hereinafter fully described, and specifically pointed out in the claims.

The annexed drawings and the following description set forth in detail certain mechanism embodying the invention, such disclosed means constituting but one of various mechanical forms in which the principle of the invention may be used.

In said annexed drawings, Figure I represents a vertical longitudinal section of that portion of a railway-car to which the draftriggin gis applied, showing the draw-bar strap and draw-stem in elevation. Fig. II represents a vertical transverse section taken upon the line 2 2, Fig. I. Fig. III represents an end elevation of the cheek-plates and carrierplate. Fig. IV represents a top plan View of one cheek-plate. Fig. V represents a vertical longitudinal sectional view of the followers and springs, showing the draw-stem and one cheek-plate in elevation, illustrating the positions of the followers when actuated by a buffing stress. Fig. VI represents a bottom plan view of a portion of a car, showing my improved deviceapplied thereto. Fig. VII represents an elevation of one cheekplate. Figs. VIII, IX, and X represent top plan and bottom plan views and a side elevation, respectively, of the carrier-plate used in my construction. Figs. XI and XII represent a partial side elevation and top plan 4grooves a, formed in the draft-timbers A, as

shown in Fig. VI. Two recesses 6G are formed in the upper surface of each plate, as shown in Figs. IV and V, and the lower edge is provided `with three downwardly-extending lugs 197,

each provided with a bolt-hole. Bolt-holes bs are provided in the body'of the plate, as shown in Fig. V, for bolts passing through and securing said plates to the draft-timbers. Said draft-timbers are secured to the center sills O by means of upright bolts, as shown inFig. II, and placed between such sills is a lfilling-timber D, secured to same by means of transverse bolts, as shown. Transversely of said cheek-plates and in the recesses h6 are placed two keys A, which are let into grooves formed in the adjacentsurfaces of the drafttimbers, center sills, and filling-timber, as shown in Fig. II, the depth of the draft-timbers being made such as to cause their upper surfaces to fall opposite the extremities of the keys, as shown. The recesses bs are preferably located in the same transverse planes as are the outer lugs b5, so that the grooves in all the timbers are made continuous.

In place of using the keys A the cheekplates may be formed with upwardly and laterally extending lugs D, Figs.' XI and XII, which may be caused to engage the grooves in the draft and filling timbers and in the center sills. Ineither case the plates are secured to the entire surrounding structure, so

` as to prevent longitudinal displacement relatively thereto. g g

A carrier-plate E, Figs. VIII, IX, and X, is provided with recesses e, so placed and of a size such as to receivethe lugs 117 of the cheek-plates. Said carrier-plate is formed with an upper carrier-surface e', which rests against the bottom of the cheek-plates and IOO extends inwardly from both sides, as shown in Fig. II. Bolts e2 pass through the boltholes in lugs 197, beneath the carrier-plate, and in grooves e3, formed in the bottom surface of the latter, thus fixing said plate securely against longitudinal or lateral displacement and fixing the cheek-plates relatively to each other so as to prevent closing or spreading of same.

The draw-bar F has secured to its inner extremity the yoke F', which extends between the cheek-plates and is laterally inclosed thereby. Passing transversely through said yoke is loosely placed a series of four follower-plates G, of greater width than the distance between the stop-lugs upon opposite cheek plates, whereby longitudinal Inovement of said follower-plates relatively to the cheek-plates is limited, one follower-plate being located between each two adjacent stoplugs upon the same cheek-plate, as shown in Fig. V.

Each follower-plate is provided with a central opening, through which passes loosely a draw-stem H, one end of which abuts the draw-bar and the other the yoke, as shown in Fig. I. A collar h is formed upon the middle of said stem and is placed between the two central follower-plates.

Intermediately of each two adjacent end follower-plates are placed a set of helical springs J, transfixed by the draw-stem I-I, said springs holding the follower-plates normally against the stops l), b2, and b4, respectively, in the position shown in Fig. I, and the inner two plates against the collar h, the latter being made ot the same thickness as stop b2.

The bottoms of the follower-plates rest upon the carrier-surface e of the carrier-plate, whereby it is seen the latter supports the plates, yoke, draw-stem, and inner end of draw-bar in place. A strap K supports the front end of saidbar, as shown in Fig. I.

In the above-described construction the stop-lugs b and b2 receive the drawing strains through the medium of the springs excepting when the springs have been compressed a distance equal to the greatest possible travel of the follower-plates, when the strain is transmitted to stops b and b3, as is readily seen. In a similar manner bufting strains are received by stops b2 and b4 through the springs and b and b3 through the followers, as shown in Fig. V.

In any case all stresses are transmitted to the draft-timbers through the medium of the lugs b5 and keys A and to the sills and filling-timbers through the medium of said keys, thereby relieving the draft-timbers of the entire strain and prolonging the life thereof.

By means of the above-described construction the follower-plates, springs, draw-bar,

and yoke may be readily removed or replaced by merely removing the carrier-plate and the strap K, making the whole extremely easy of access.

Other modes of applying the principle of my invention may be employed instead of the one explained, change being made as regards the mechanism herein disclosed, provided the means stated by any one of the following claims or the equivalent of such stated means be employed.

I therefore particularly point out and distinctly claim as my inventionl. In a draft-rigging, the combination of a pair of draft-timbers, a pair of center sills above and secured to said timbers, a iillingtimber between and secured to said sills, a pair of cheek-plates secured to said drafttimbers, means connected with said plates let into said sills and filling-timbers, whereby longitudinal displacement of such plates relatively to said sills and filling-timber is prevented, the follower-plates, springs, yoke and draw-bar.

2. In a draft-rigging, the combination of a pair of draft-timbers, a pair of center sills above and secured to said timbers, a fillingtimber between said sills, a pair of cheekplates secured to said draft-timbers and engaging transversely said sills and filling-timber, the follower-plates, springs, yoke and draw-bar.

3. In a draft-rigging, the combination of draft-timbers, center sills, a filling-timber between said sills and cheek-plates secured to said draft-timbers, said plates secured to said draft -.timbers, said plates provided with means let into the draft-timbers, sills and lling timbers, whereby longitudinal displacement of said plates is prevented relatively thereto, the follower-plates, springs, yoke and draw-bar,substantially as described.

4. In a draft-rigging, the combination of draft-timbers, center sills, a filling-timber between said sills and cheek-plates, the latter provided with transverse depressions upon their upper surfaces and keys located in said depressions, said keys engaging said sills and lling-timber.

5. In a draft-rigging, the combination of draft-timbers, center sills, a filling-timber between said sills, and cheek-plates, the latter provided with transverse depressions upon their upper surfaces and keys located thereon, said keys engaging said draft-timbers, sills and filling-timbers.

Signed by me this 31st day of December, 1900.

BENJAMIN PATTERSON.

Attest:

GEO. WM. SAYWELL, A, E. MERKEL. 

